Automatically-controlled mechanism.



E. SCHEYER.

AUTOMATICALLY. CONTROLLED MECHANISM.

E. SCHEYER.

AUTOMATICALLY CONTROLLED MECHANISM.

APPLICATION HLED MAR. I3, l9i3.

Patented Feb. 15,1916.

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APPLICATION FILED MAR. I3, 1913.

Patented Feb. 15, 1916.

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AUTOMATICALLY CONTROLLED MECHANISM.

APPLICATION FILED MAR. 13, 15H3. 1,172,059. lmented Feb.15,1916.

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APPLICATION FILED MAR.13, 1913. 1,172,059, Patented Feb.15,1916

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E. SCHEYER.

AuToMATlcALLY CONTROLLED MECHAMSM.

APPLICATION FILED MAR. I3, I9I3. 1,172,059.

Patented Feb. 15, 1916.

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yAUTOMATICALLY CONTROLLED MECHANISM.

APPLICATION FILED MAR. I3, 1913. Y 1,172,059. Patented Feb.15,1916

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AUTOMATICALLY CONTROLLED MECHANSM.

APPLICATION FILED 111111.13, 1913.

1,172,059. Patented 111111. 15, 19111.

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E. SCHEYER. AUTOMATICALLY CONTROLLED MECHANSM. APPLICATION FILED MAR.13. 1913.

1, 172,059. Patented Feb. 15, 1916.

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E. SCHEYER.

AUTOMATICALLY coNmoLLED MECHANISM.

APPLICATION FILED MAR. I3. 1913. 1,172,059. Peeented Feb.15,1916.

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Vthat if the path is EMANUEL SCHEYER, OF NEW YCRK, N. Y.

AUTOMATICALLY-CONTROLLED MECHANISM.

Specicaton of Letters Patent.

. Patented Feb. 15, 1916.

Application filed March 13, 1913. Serial No. 754,024.

T o all whom t may concern Be it known that I, EMANUEL SCHEYER, a citizen of the United States, residing at New York, county ot' New York, State of New York. have invented a new and useful Automatically Controlled Mechanism, the essential elements of which were disclosed as another species in my application for patent tiled December 1G, 1912, Serial Number 737.072.

The object ot my invention is means for controlling motion in any direction in space, either in one plane or several, or angular motion. by means of a previously prepared record, such as aJ perforated sheet of paper or other material.

In the above mentioned previous application, I show my mechanism controlling the motion of a cloth cutting machine. In this application, I omit the cloth cutting apparatus, and show merely a tool, which may be given function. The device which I employ and which is described here, is a pncumatically controlled machine.

I obtain my object by having a` perforated sheet pass over a series of tracker ducts. As the various perforations pass over the openings ot' the tracker ducts. corresponding valves are opened which connect an exhaust with certain arrangements ot' ducts. These ducts in turn connect with cylinders conwhich as will be hereinafter shown, control the motion of the body. This motion can be continuous. changing gradually from one speed to another as called for by the sequence of the perforations past the ditferent tracker ducts, as the record is fed bvwith a continuous motion.

rl`hc motion of the tool or any other part ot a machine can be split up into component velocities as it travels along its path. a recthese velocit then by using to provide ord is made oi this record to control certain air circuits which iu thrn control means for transmit,- ting motion. the original path ot the tool is obtained. In this application the path o the tool is shown in one plane. but it will he evident from thc subsequent description in more than one plane. all that would be necessary to accomplish this. would be to add a unit element for moon at an angle to the plane containing the inotions of the other unit elements.

The mechanism of recording, of controlf1'. c.. in space,

ling and of transmitting of the motion of a component will be called a unit element. The direction in which a component velocity is to act having been determined, a unit element is arranged to take care of motion along this direction forward and backward. In cases of pure rotation, a unit element of angular velocity is provided. In the general case, any system of components can be chosen. In the particular construction herein disclosed, rectangular components are used. They are the longitudinal velocity and the transverse velocity of the tool as it travels along its path. A third velocity is used which gives the. tool an angular or slope velocity. The unit element ot longitudinal velocity will be called the longitudinal motion. that of the transverse velocity, the transverse motion. and the unit element ot' angular velocity. the slope motion.

The method of controlling the motion of this machine is essentially the same as that used in the pneunio-electrically controlled machine disclosed in the original application mentioned above. except that insead of electric currents` air currents are used. Similarly. instead of using solenoids to control the clutches, air cylinders are used here..

The other features of this machine will be made evident from the detailed description.

Reference is to be had to the. following drawings forming a part of this specification in whicl Figure I is a general plan of the table showing two machines mounted on same. Fig. Il is a longitudinal elevation of the table taken along the line II-II. Fig. III is a section taken along the line III-III. Fig. IV is a diagram of the path of the tool over a given piece oi' work. Fig. V is a portion of the perforated record. Fig; V ig a` plan of the control mechanism. Fig. VII is a section of the control mechanism taken along the line VIIAVII ot Fig. YI. Fig. `III a section of' the control mechanism taken along the line VIIIYIII of Fig. YI. Fig. IX is a partial elevation of the control mechanism taken along the line IX---IX ot" Fig. YI. Fig. X is an enlarged section taken along the line X`X of Fig. VII. Fig. XI is a diagram oi the arrangement of air passages showing the method of' controlling a unit element. Fig. XII is an enlarged detail of a cylinder c. Fig. XIII is a plan of a typical selector with arms shown in section. Fig. AXIV is a secn extends through the exhaust chamber 71, at tl tion of the selector taken along the line XIV-XIV of Fig. XIII. Fig. X is an end view of the transverse carriage taken along the line XV-l-XV of Figs. I and XVI. Fig. XVI is a lan of the transverse carriage. Fig. XV I is a sectional elevation'of the transverse carriage taken alon the line XVII-XVII of Figs. I and XVI. Fig. XVIII is an lend View of the longitudinal carriage taken along the line XVIII--XVIII Fig. I. Fig. XIX is a partial sectional elevation taken along the line'XIX-XIX of Figs. I and XVIII. Fig. XX is a lan 0f Fig. X I is a detail showing the cam driving the rock Fig. XXII is a section of the recording selector. Fig. XXIII is a section taken along the line X III- XXIII of Fig. XX. Fig. XXIV is an enlarged detail of the punching mechanism. Fig. XXV is a diagram of a combined pneumatic and electrical control method. Fig. X a detail of cylinders r of Fig. XXV. Fig. XXVII is a detail of cylinders e of Fig. XXV. F' hows an alterna'tive method to that shown in Fig. XXVII for closing circuits b means of a perforated record. Fig. X IX is a section showin the gearing between the motor and shaft 37. eferring to Fig. I, the controlling mechanism 5, inclosed in a suitable casing is located at the end of the cables 16 contain the tubes connecting the controlling mechanism 5 with the longitudinal carriage 1.` The cables connecting ythe transverse carriage 3 with the controlling mechanism 5, will be carried above the machine by means of trolleys and wires strung above the machine.

Referring to Figs. VI, VII, XVIII and X, the perforated record 73 is fed by rollers 54 being gripped between the two an 8, and is wound on the take up spool 75. The roller 54: drives with the idler spool 78 pressing against it. The shaft 76, h is a continuation of the roller 54, disk 105, which is one part of a friction clutch. The disk in turn is attached to the bracket 110, a part of the frame, and is thus fixed against rotation. clutch, 10G, is fixed to the hollow shaft 76, the end of which fits over the shaft 76. The shaft 76a revolves in bearings 87 and 87", and is provided with a slot. The shaft 76 is provided with a feather so that the hollow shaft 76a slides over the shaft 76 longitudinally, but the two rotate together. The cylinder 103, end and to the pipe 88,

1e other end, is concentric with the shaft 76". The piston 102, sliding in the cylinder 103, fits looselyover the shaft 76 and is held in place by the two sleeves 102", so that when the shaft 76 ro- 'rigidly attached to the shaft 76.

The mating part of this friction- `which slides over the sliding tates, the piston 102 can be stationary, but when the piston 102 slides in the cylinder 103 it will move the shaft 76' longitudinally. 09 is one part of a friction clutch and is ing part of this friction clutch, 107, is rigidly attached to shaft 223, which is driven by motor 79 by means of belt 80 and pulley Anyvother source of power instead of the motor' 79.1nay be used. If the pipe 88 be connected with the exhaust, the piston will move to position shown in Fig. VI, thereby engaging the clutch part 107 with the clutch part 109 and shaft 76 will be driven and roller 54 will feed the record 73.

f now the exhaust be shut off at 88, atmospheric pressure entering through the leak hole will equalize the pressure on both sides of it. The spring 108 will then push shaft 76'* and piston 102 toward the right, thereby disengaging the disks 107 and and engaging the disk 106 with the disk 105 and the feeding of the record will stop. .It is therefore evident that in order to feed cylinder 103 must be controlling the above connectlon and the purpose of same will be explained later. The feed roller 54 revolves in bearings in frames 58 at both ends. The upper part of the frame58 is provided with a slot in which the end pins of the idler roller 78 fit. Bearing pieces 59vare placed in the slot, and are adapted to bear on the pins at the ends of roller 78. The screws 218 and 219 press springs 2444v against the pieces 59, and thus the idler roller 78 is made to bear against the feed roller 54. The pressure can be increased or diminished by screwing the thumb screw 218 and 219 down or up. The perforated sheet is passed between the rollers 54 and 78 and is pulled forward by the rotation of the feed roller 54 against the idler roller 78. The gear 214 is fixed to shaft 76, and drives gear 221 revolving in bearings in frame 68. The gear 215 driven by gear 221, grips the friction. The lug 69 on gear T with a hole into which the pin 217 fits. The pin 217 also fits into a hole in the hub of gear 215, and by means of spring 216 is brought to bear against the end shaft of spool 75. The pin can be raised by means of cam 222. If the gear 215 rotates faster than the record is fed, the gear 215 will slide over the end shaft of spool 75. gear 210 is fixed to shaft 223, and drives gear 211 fixed to shaft 208, which revolves inI bearings 207 and 209 and drives gear 212 fixed to it. The gear 220 driven by gear 212 in turn transmits motion to gear 213, part of clutch 93 and is made it.by feather to turn with 93C. The clutch the tube 93 fits loosely over shaft 1" tracker board.

204. The bearing'frames 205 support shaft 204. The gear 213 is held laterally by the four uprights 206. Q30. `the mating part of the clutch 93 on the right is fixed to shaft 204.y and its mating part 227 on the left is attached to the sprocket wheel Q24. The clutch part 227 and the sprocket wheel 224 tit loosely over 204 which is extended through bearing frame 205. When the clutch 93 is thrown to the right, the shaft 204 is rotated, and consequently the bellows operate. When the clutch 93 is kept in the center, the gear.2l3 rotates idly. If the clutch 93 is thrown to the left it engages its mating part Q27. and the sprocket wheel 224 is rotated. The sprocket wheel .224 drives sprocket wheel 225 by means of chain 200. The sprocket wheel 225 is attached to shaft 74 over the end of which the record spool 74 tits loosely. The spool 74 is made to rotate by shaft 74" by means of a friction arrangement similar to that on spool. 75; this arrangement is released by means of cam 199. To rewind the record the cam 199 is clamped down, the cam Q22 is raised and the clutch 93 is thrown into its mating part 227. When the machine is in operation, the cam 222 is clamped down, the cam 199 is raised and the clutch 93 is thrown into its mating part 230. The record will then wind up on the take up spool 75 passing over the In order to conveniently throw the clutch 93, it is pro'vided with a groove. over which a loose collar is fitted. The pin 9311 is screwed into that collar and is held in place by the plate 93h, provided with a slot. To throw the clutch, the pin 92% is pulled to either side. The plate 77 is used as a guide and support for the record sheet. It is held in place by the uprights 245.

It was shown above how the source of power drives shaft Q04. The. exhaust bellows are in turn operated by means of crank rods (30. The exhaust bellows are conzected with an air chamber Tl which kept below atmospheric pressure. The cylinders c, c2, 03. etc., are connected to exhaust chamber 7l by means of the pipe 72 and branch pipes f1. f2, ,'t', etc.

Q01 is a device known as the pressure regulator. By means well known to the art, the spring Q02 forces open the valve 203 when the reduction of pressure becomes too great, c.. greater than a predetermined reduction. This permits air at atmospheric pressure to enter, which brings the pressure up to the proper point, when the valve 203 closes again. j

In Fig'. Xl. a layout of the `air circuits for one unit element is shown diagrammatically. In Fig. Xll,one cylinder c is shown in section. The tracker duct Z connects with the bottoni of the cylinder. The piston p is provided with a groove e,

encircling same. The cylinder is provided with two ports. T he tube b entering at one of these ports is connected to exhaust E. The tube, o, leading' from the other port con nects to the selector' ports. the function of which will be hereinafter explained. The tube f connected to tube T2 which leads to exhaust chamber 7l. enters cylinder c at a point above the uppermost position of pis ton y). The piston n provided with a leak hole is normally kept down by the Spring 97. The record sheet T3 is passed over the tracker ducts J1. d2. di". etc. and the bellows 7.0 started so that the exhaust chamber il is brought below atmospheric pressure. When a duct (l is kept closed by the record slreet passing over same. it is soon exhausted by leakage through the leak hole so that the interior of its cylinder 0 is below atmospheric pressure. Then spring 97 will keep the piston 1 down shutting oft' the exhaust lil from tube a.. If a perforation now comes over the tracker duct. air at atmospheric pressure enters the duct d and the piston p moves up to position shown in Fig. XH un til the groove c comes opposite the tubes c and connecting the tubes a., with the exhaust E. .\s soon as the perforation passes from the duct (I. the exhaust T1 will soon exhaust the tube (l and the interior of the cylinder c and the spring will force'the piston 7) down. shutting otlA the flow from the tube ,u to the exhaust E. Instead of an exhaust. E may be a compression pump. lt will be hereinafter shown that when a par ticular perforation passes over its corresponding tracker duct, and actuates its particular cylinder c. and connects its correspoudingl` tubes a and that the fluid passingr from the exhaust E. or ilowingl toward l. depending on whether an exhaust or a plenum system is used. will follow different paths through either one of the selector arms lil. l5. 4'1". 4T or 48. and will linally cause piston 32 in cylinder 33 to move to either one end or the other or to neither end. lt will also be shown that when the piston 3Q is forced toward one end it will tend to send the bodv whose motion is to be controlled in one direction. when the piston 32 is forced toward the other end it will tend to move the body in the opposite direction. and when the piston has equal pressures on each side of it. the body will not be driven except by inertia.

In Figs. Xlll and XIV are shown a, plan and section of one of the three selectors used in this machine. with arms shown in section on the plan` one for each unit element. The disk ($5 is fixed to the carriage and travels with same. lt provided with a series of ports if. g2. tot. etc. around the disk. Each one of these ports is connected xby `means of tubes f1.1. c2. a5". etc. to cylinders ,01, .'f. c3, etc...

as Shown diagrammaticallyv in Fig. XI.

The number of ports g1, g2, g3,etc., are taken in multiples of 16 as shown from 11 to g1, and then repeated in cycles. All

, ports marked g1 are connected by the same tube to cylinder 01, all marked g2 are connected to cylinder c2, and so on, so that there are sixteen circuits with several multiples of ports around the disk.' There are two cycles shown in Fig. XI. The number sixteen was chosen for convenience, another number could have been used provided the number of openings included between the eXtreme arms is the minimum. A ring 66 provided With holes corresponding to the ports g1', g2, g3 etc. is attached to the disk 49, 50, 51, 52 and 53 are .5 concentric channel shaped rings attached to the disk 65, which together with their respective top pieces form five independent air passages. 492 50, 51, 52t and 33t are .the channel Shaped top pieces fitting over the channel shaped rings 49, 50, 51, 52 and 53 respectively, provided with suitable packing. 44, 45, 46, 47 and 48 are tive hollow arms preferably made of one piece, one end of each fittingv over the ring 66 and suitably packed to make an air tight joint. The number of ports g, covered by the selector arms need not be as shown. By varying the number of these ports covered by each arm, the accuracy and manner of control is varied. At the other' end the arm 44 communicates with the chamber 49, the arm 45 with the chamber 50, the arm 46 with the chamber 51, the arm 47 with the chamber 52 and the arms 48 with the chamber The arms 44, 45, 46, 47 and 4S are fixed to the channel shaped top pieces 49, 502512 52' and 532 and are all fixed to plate 63 and rotate with same. The plate 63 being fixed to shaft 43 rotates with same. The plate (33 need not be direct connected to shaft 43 cr in general, to the shaft of the driving` fear of the unit element. This plate 68 can be connected to a shaft geared to the shaft 43 making more or less revolutions than 4?). The accuracy of control is increased. the larger the relative rotation of the shaft on which the plate 63 is fixed is to that of the shaft 43. The flange 64 attached to the plate 63 closes all the ports g not covered by the selector arms by means of the strip of packing fixed to it. The chamber 40 is connected with the cylinder 33 by means of tube 6, the chamber 50 is connected to the cylinderf by means of tube i'. the chamber 52 by tube S), and the chamber 53 by tube l()` the chamber 51 by means of tube S connects with cylinder (il. which as will be hereinafter shown opens both ends ,of cylinder 233 to the atmosphere.

Referring` to Fig. XVI. 1S is the selector.y suitably inclosed in a casing' for the transverse motion similar to theI one just described. There are similar ones for the 1ongitudinal motion and for the slope motion. As was stated above, the disk 65 is fixed to the carriage while the plate 63 and the selector arms rotate with the shaft 43. It

will be shown later that when the carriage 1;;1

moves in one direction. the shaft .-z and the selector arms move in one direction, if the carriage moves in the opposition direction, the shaft 43 and the arms then rotate in the opposition direction. 2:33 is the cylinA der shown in the diagram Fig. Xl. (lf2 a cylinder connected by means of tube to a system of tubes which are at certain intervals connected with the exhaust- E. The other end of the cylinder 62 is open to the atmosphere. The piston 6T provided with a leak hole is normally held in the position shown, by spring Gla when the atmospheric pressure is on both sides of the leak hole. The bar 89 provided with a hole 9G is attached to the piston 6T and passes through an opening in tube 91, which has one end open to the atmosphere and has thc other end connected to cylinder 253. When the barS'S) is in the position shown. the tube 91 is not open to the atmosphere. lf now the tube 8T be connected with the-exhaust, the piston 6T will be pulled down against the spring 67a until the hole El() comes opposite the openingr in tube Jl and opens the cylinder 33 on one side of piston 32 to the at mosphere. Similarly Er. is a cylinder con nected by tube 94 to a system of tubes open at intervals; to the exhaust. The cyIindi/r 92 controls the opcningir and closing of the cylinder 33 to the atmosphere through tube 95 on the opposite side. ot' piston 82. 6l another cylinder similar to the cylinder 62. but its rod JS has two holes, J9 and 100, which open and close simultaneously tubes 101 and 104 connected to the ends of cylinder 33. The cylinder nl is connected to exhaust through tube 91' and a system of tubes. It will be shown that cylinders 33, (31, G2 and 92 are actuated as called for by the perforation of the record and the position of the selector arms, as are also cylinders 103 and 8l.

The position of the piston 3Q in cylinder 38 controls the motion of the carri: The relation between the selector arms. perforations of record and position of piston `vill now be shown. Fig. V shows a piece of the perforated record passing over a set of tracker ducts for one unit element. For illustration. it will be assumed that at a certain instant the carriage is in such a position that the arms of the selector are in the position shown diagrammatically in Fig. XI` viz.. arm 45 at ports y" and ,/T. arm 46 at port g8. etc. and the record in such a position that a perforation is at tracker duct 3.179. This will send the piston p" in cylinder c to a position as shown in Fig. XII, bringing groovde9 opposite tubes a and b, theretizi les

52, thence through tube 9, t'irough valve 111, through tube 112 to Vcylinder 33. At thc same time the cylinder 62 is actuated by the exhaust working through tube 87 there- Ly opening the cylinder' ,33 to the atmosphere )n one side of the piston 32, while the other side is exhausted through tube 112 causing the piston 32 to be forced toward tube 112. The exhaust will also actuate cylinder 81 through tube 164 and valve 8lb.

The function of the pistonV 81 will be explained later. The valve 111 is of a type well known to the art. The Valve 81a shown in section, `valves 81, 81, 165, 167 and 168 are similar to valve 111. They will allow the exhaust to work in one direction through them, that is away from the cylinders they connect to, but will close if the exhaust is in the opposite direction, that is fromthe cylinders. It will be shown later that when the piston 32 is moved to the position just described the carriage is sent forward. As the sheet 73 continues to feed, the second perforation cornes over 'the next tracker duct, and in the same manner as before the cylinder c10 is actuated and the tube 7,10 is connected with the exlaust E. As the carriage moved forvfam due to the preceding perforation at the tracker `duct dthe arms of the selector also moved forward and the arm 47 now cours the ports g1 and g so that the circuit just described is flowing again; and as before the carriage is sent forward, and the arm 47 'covers the ports y and g. The'third perforation now passes over the duct ai actuating the cylinder c causing motion in the forward di rection again and bringing arm 47 over the ports gw andv ,013; At the same time, the other arms 4.4, .45, 46 and 48 travel along in their same relative positions with arm 47.` The fourth perforation also passes over the duct d actuating the cylinder c and keeping the tube a open to the exhaust. The arm 46 is now on port g connecting with the tube all. This opens the following circuit to the exhaust. The exhaust E will exhaust through the. tube a, through se- .lector port y, through selector arm 46,

through chamber 51, through tube 8, through the tube 96 to cylinder 61, thereby bringing rod 98 down and opening both sides of the cylinder 33 to the`atmosphere. As the pistou 32 has equal pressure on both sides the carriage will remain stationary neglecting for the purpose of illustration the effect of inertia.` is obtained if the ends of the tubes 101 and '104 are connected to each other instead of opening to the atmosphere. |The exhaust at the same time actuates cylinder 81 An equivalent result through tube 96a and valve 81. The purpose of the cylinder 81 is to control the feeding of the record and will be explained later. As the record continues tov feed, the fifth perforation now passes over the duct all". This will actuate cylinderc1 opening the exhaust to the tube al". As the carriage was stationary the selector arm 45 remained over the ports gf and g1". The exhaust E will now exhaust through the tube al through selector port g1", through arm 45, through chamber 50, through tube 7, through valve 165, exhausting one end of cylinder 33, and at the same time actuating cylinder 92, through tube 94, thereby opening the opposite end of the cylinder 33 tc the atmosphere. The cylinder 81 is also exliausted through tube 169 and valve 81a. The piston 32 is forced to the other end of the cylinder 33 and the carriage will now be sent backward in the opposite direction to what it had before. The selector arr 45 is now brought over ports g8 and 99.3 The sixth perforation actuates cylinder o9 and the carriage is sent still farther back. Thdmotion back and forth is thus continued according to the position of the perforations.

In Fig. V, the perforations .are shown spaced with ari interval between them the direction of the feed of the record as well as across the sheet. Ifthis particular application ofmy devicefv'shall space the perforations with an overlap in the direction Y the individual perforations. If the tracker' duct openings d are made wide enough in the direction of the feed of the record, to cover a little greater width than the distance between the edges of successive perforations in the case where vthe perforations'do not overlap, the result is equivalent to overlap. The said result is that there is always an air cylinder c, actuated, which will give a smooth working machine.

Theexplanation of the perforations and their effect so far has been for one unit element. In order that the three unit elements should 'be controlled simultaneously the perforations corresponding to several unit elements are placed abreast of each other. In the case of two machines of three unit elements apiece working at the same time overdiferent paths, the perforations of the six unit elements are abreast. As the record is fed, the several unit elements of a machine act together, each bringing about,

. of ports and arms shown diagramatically in Fig. XI illustrates this. The ports g are of such Width and so spaced that no port 1s left unconnected to an arm, between the several arms. Means well known to the art,

will be used to eliminate leakage wherever. it is necessary. The two other arms of the ,selector 44 and 48 come into use only when he driving mechanism fails to act in uni- ;son with thel controlling mechanism. lt will be recalled in the earlier part of this speci- `ieationwhere the record feeding mechanism was described that, in order to have the reccrd feed, the clutches 107 and 109 had to be engaged, Aotherwise the Arecord sheet would stop feeding.' Innorder to have the .above clutches engaged, the cylinder 103 must'be connected with the exhaust thereby bringing iston-102 toward. clutch 107. See Figs.

I and IX.

Referring now to Fig'. XI, the cylinder tube 88. -The rod 171 provided with a port,l

vwill normallykeep the exhaust shut oif from the cylinder 103. If now the cylinder81 be exhausted, it will pull the rod 171 down and thereby connect the exhaust 71 with the cylinder 1031 I't-is therefore evident that in orderftohave the record -feed the cylinder 81 must connect with itsexhaust. In describing the air circuits flowing through stop feeding. Let it be assumed -now that something has happened-to retard the motion of the carriage while therecord continues to feed, assuming the record in the position shown in Fig. V, and the arms -of the selector in the position shown in Figi"- XI and the first perforation has just passed over the tracker duct d. Now if the driving mechanism fails to respond owing say to inertia, the arm 47 remains over the port g when the next perforation comes over the duct' d1. If there is still no movement of .the carriage when the third perforation comes over the duct d, a circuit through arm 48 and port g is opened. The exhaust,` to E now is through the tube a, through port g, through arm 48, through chamber 53, tube 10, valve 168 to cylinder 33. It `Will be noted that the cylinder 81 is not actuated now, and therefore th@ record will stop feeding. This will allow the driving mechanism to catch up with the record. As the travel of. the carriage continues, it brings; the arm 47 up to port g once more, causingithe How to pass through arm 47, actuating the cylinder 81 and starting the feed of the record again; That the record is stopped every time therecord and body get out o f synchronism by more than the limit of error allowed by the construction of the mechanism, is true only in a theoretical sense. Most of the time, owing to inertia and the slippage of the clutches 'feeding' the record, the feeding motionvis only retarded, and when the body and recordcome into unison, the retarding action of the clutche is changed to one ofdriving.

Now consider again the position of the lArms as shown in-Fig. XI, and the first perforation in Fig. V just over the tracker duct d". If the carriage should run away from the record and pass through the neutral .po-

`sition, that is when it brlngs arm 46 over the active opening and beyond, the arm 45 will come in contact with port g'?, opening the exhaust through Aarm 45, chamber 50,

and exhausting cylinder 33,' through the tube 7, thereby sending the carriage in thereverse direction, bringing the arm 46 over port g. The neutral circuit is thereby opened to the exhaust. Then as the next perforation comes into line with its tracker ducts, the machine'takes up its normaltravel.

If the drive should -lag behind or run be in circuit with-the Selector ports connected with the exhausts. Inths' condition no air flows through either the'valve 81', 81", 8`1'or from the cylinder 33, and the record will stop. 'If the piston 432 should have been held to one sidebefore'the runaway the pressure will Soon be equalized on both.

sides through its leak hole andthe machine will stop. In order vto Start .the machine now, the parts must be brought-into proper position by Ihand. In order to locate the position 'of the various parts ofthe'machne for the corresponding position-of the recoil? the position of the various unit velemenl-s will be marked on the-record at stated intervals to correspondV with marking on the machine.

unit element. `Inl this machinethere are three unit lelements controlling the motion of A a tool, there being two'tools there is a total of six unit elements controlled simultaneunit element control the feeding of the rec- Thefunetion ofthe arm -44is similar to that'of arm 48, except 1t is for mo# A 1 'l 115 12o ously by one record. In order to have each ord, and to'have the record stopped in case i any one ofthe unit elements are not working properly, there arev six cylinders 81, 82, 83, 84, 85, 86 provided, one for each unit element. They are all similar tothe cylinder.

81, and are each .provided with three valves similar to 81.I 81P.and 81 and are similarly controlled. Each' ,cylinder 82, 83, etc., cona5 away from the record entirely, no arm would y trcls a rod similar to 171 and are all in circuit in tube S8, So that in order to have the record feed, 'each one of the cylinders v81, 82, 83, 84, 85 and 86 must be actuated.

In the description I show one type of cylinder actuated by the record perforations viz. cylinders c1, c2, c3, etc., to control the fiow through certain tubes. The cylinders 61, 62, 92 and 81 with their corresponding rods perferm'analogous functions. Either type may be substituted for the other. I use both types to show that either .one may be used.

In the description above, it was shown how the record controlled the pressure on both sides of a piston. The variation of these pressures was assumed to drive the unit element backward, forward, or not at all (neutral position.) i

That the carriage is driven backward or forward or stopped in immediate accordance with the variation of these pressures is assumed for the purpose of illustration. In reality owing to inertia and other factors inherent in the mechanism, the motion of the changes of speed and direction.

The details of the longitudinal carriage will now be described, to show how the above mentioned results are obtained; Referring to Figs. I, II, III, XIII `and XIV,` the table 196 is provided with V Ways 2 on each side of the table land running its length.

The longitudinal carriage 1, is provided with two shoes 12 atthe bottom, which slide over the V ways 2.' The gears 127 and 127, attached to the carriage 1, engage with the two racks 14, riinning the length of the table. It is evident that. if the gears 127 and 127a rotate in one direction, the carriage will move, Say, in a forward direction, and if the gears rotateA in the opposite direction, the carriage will move in a backward direction. It will now .be necessary to trace the relation between the movement of the piston in the-'controlling cylinder and the gears 127 and 127?.

Referring to' Fig. XIV the motor 27 sup-A plying the power for this machine is directly connected to shaft 27, and is properly sup- 'the shaft 37a.

Y nism. The `position of the over the shaft 37. 113, consisting'of two female parts of a friction clutch, is fixed to 114, the male portion of the clutch is fixed to gear 116, but both fit loosely over the shaft 37. They are held laterally by the frame 142. The male portion of the friction clutch on the other side, 115, is similarly fixed to' gear 117, they also fit loosely over the shaft 37a, and are Aheld laterallyby the frame 143.

I do `not limit myself tothe type of clutch here 1 described. Many forms of clutches capable of reversing the motion transmitted and transmitting no motion if desired, controlled by the'position of the piston, could be used for the unit elements.

The cylinder 141 is placed so that its piston 140 is attached tothe end of the shaft 37"". The box 141y contains the valves and cylinders regulating the pressure in the cyl` inder 141. Thesearc similar to the cylinders 61, 62, 92, and valves 111, 165, 167 and 168 shown in Fig. XI. YVhen the piston 140 is held at the end of the cylinder as shown in Fig. XIII, the clutch 113 will engage with 114, and drive the gear 116, as the shaft 37 is rotated. If the. piston 140 is forced to the other end, the clutch 113 engages with its mate 115, and consequently drives gear'117. If the piston 1,40 is forced toneither end of the cylinder,` the clutch 113 does not press against either of its mates 114 or 115, and therefore neither gear is driven by it.. y

141 is one of the control cylinders, noted before in describing the controlling mechapiston 140 is controlled by the record.

When lthe clutch 114 is thrown in, the gear 116 drives the gear 118 which is fixed to the shaft 128, which in lturn revolves in bearings in frame 146. The gear 129 is rigidly" attached to the end of shaft 128 and in turn drives gear 130 and the shaft 131 to which the gear 130 is fixed. The shaft 131 revolves in suitable bearin'gs in the frame, and drives the bevel gear 132 which is fixed to it; The bevel gear 133 matesfwith the bevel gear 132. The bevel gear 133 is fixed to gear 133a or both are made of one piece and are fixed to shaft 134b to which the gear 134 is fixed. The gear 134 drives gear 127 which revolves on shaft 231, which is attached to the frame. rIhe gear 127 engages with the rack 1-4 and thus drives the longitudinal carriage.

The gear 133aL drives the gear 135 being in turn fixed to shaft 138 which extends for the width of the carriage. The gear 135a is fixed to the other end of the shaft 138 and in turn drives gear 133b and the Shaft 134", to which it is fixed. The gear 134, fixed to shaft 134C, drives gear 127at which in turn engages with rack 14 and drives the longitudinal carriage. It will be noted that the gears 127 and 127: rotate in the same direction at the same time and at the same speed and therefore the carriage is driven forward at.both sides of the able simultaneously.

\Vhen the clutch 15 is thrown in, the gear 117 drives the gear 119, which isfixed to shaft 120. The gear 121, attached to the shaft 120, in turn drives gear 122. The shaft 123 to which the gear 122 is fixed, drives the bevel gear 124 which is attached to same. The bevel gear 125 mates with the gear 124. The gear 125 is fixed to the bevel gear 125, orrboth are made of one piece, and both are fixed t shaft 1262 rIhe gear 126 is fixed to the shaft 1262, and in turn drives gear 127 which engages with rack 14, and therefore the longitudinal carriage is driven in opposite direction to that when the clutch 114 was engaged with its mate 113. The

"gear 125 drives'ne gear 136, which is fixed to shaft 137. The shaft 137 runs ,for the width of the table parallel to the shaft 138. At the other end of the shaft 137, the gear 136a is attached, and in turn drives gear 1254 Gear 125L is fixed to the same shaft as gear 126b (not shown because it is behind gear 134e) and in turn, it drives the gear 1:27a, which engages with rack 14, and transL mits motion to the carriage opposite to that when the clutch 114 is thrown in. As noted before, gears 127 and 1271 both drive the carriage. 139 is the selector for the longi tudinal carriage, andA is similar in constructiontothe one described in Figs. XIII and XIV. It is fixed to the frame of the carriage, while its five arms are fixed to shaft 232 and.hence rotate in the same direction as this shaft. It is therefore evident that when the carriage moves in one direction, that the arms will rotate one way. When the carriage moves in the opposite direction, the arms will rotate in the opposite direction, and when the carriage is stationary, thearms will be stationary. These were assumptions made in describing the control ling mechanism.

In the drawing and description, the arms of the selector are shown connected directly to the shaft to which the driving gear 127a is attached. It was sho'l` that Way for sim- `plicity of drawings and explanation.. In -the preferred form the arms will be at- .tached to a train 'of gears, so that for any motion of the shaft 232, the arms 4will travel more rapidly.

144, 145, 146 and 147 are parts o the frame, containing the bearing of shafts, and are used for bracing the machine. In order to transmit the motion from the motor 27 to the transverse carriage which is mounted orf the channel 4 of the longitudinal carriage, its flanges being planed to form V sh,aped guides similiar to theV Ways 2 for the longitudinal carriage, the bevel gear 38 i )fixed to shaft 37, which is in constant mot ln when the motor 27 is running. The

lirate.

frame 34, and at one end of same, the pismating gear 39 is attached to shaft 40, revolving in bearings in frames 146 and 147. The shaft 40 drives the bevel gear 41 fixed to it, and in turn the bevel gear 41 drives its mate 42 which is fixed to horizontal shaft 21 and drives it. The shaft 21 furnishes the. power for the motion ofthe transverse carriage, and for the slope motion andextends for the width of the longitudinal carriage and is provided with a slot 233.

Referring to Figs. XV, XVI, XVII, the gear 22 fits loosely over shaft 21 and is held by a key 234, so that the-gear 22 can slide over the shaft 21, but is made to rotate with it. rThe gear 22 is held in'- place by a forked guide frame 170 which in turn is attached to the body of the transverse carriage. As the carriage travels over the ways of 4, the gear 22 slides along the. shaft 21 and is .caused to revolve by same. Gear 23 is driven by gear 22, and is also attached td frame 170. Gear 24 is driven by gear 2 3 and fits over shaft 31, thereby causing shaft 31 to rorIhe shaft 31 revolves in bearings of ton 32 of the cylinder 33 is attached. The box 33a incloses the cylinders and valves 61, 62, 92, 111, 165, 167 and 168 shown in Fig. XI. The female part of al friction clutch 25 is fixed to the shaft 31, as is also the female part'of another .friction clutch 19. The male part of the friction clutch 26, mating with the clutch 25 is fastened to the bevel gear 29. The bore of both is such that they will t loosely over shaft 31.

The bevel gear 29 and the clutch 26 are.

held in place by the frame 34. The male portion of the friction clutch 20,- the mate of 19, is fastened to the bevel gear 28, and both fit loosely over shaft31. They are held in place by the frame 34". The frame 34 and 34a are braced by the plate 34". The bevel gear 30 fixed to shaft 43 mates with both gears 28 and 29. When the piston 32 is held in the position shown, the clutches 25 and 26 are engaged, and shaft 31 .drives gear`29, which in turn drives the gear 30. The gear 28 is driven by- 30. If the piston 32 is forced to the other end of the cylin- I'lblfh clutches are disengaged and the gears 28, 29 and 30 are not driven by the shaft 31. l The cylinder 33 is similar to the one describedin the typical control cylinder, and shown in diagram Fig. XI. The gear 17 it fixed to shaft 43 and is driven Since the gears 'i by same. The gear 17 engages with rack 15 which is attached to channel 4, and runs the Width of the longitudinal carriage-as shown in Fig. I. As gear 30 is driven in either direction, gear 17 is driven in the same direction, and consequently the f 'ame il, to which the shaft 43 and the frame 34 are attached moves back and forth over the ways of the channel 4. The selector 18 constructed as shown in Figs. X111 and XIV is attached to the frame 3. r1`he five selc-.ztor arms are all attached to shaft 43 and rotate with it.

To transmit motion from shaft 21 to the axial or slope component`r the gear 148 is feathered to shaft 21, and is made to rotate with same by means of key in the same manner as gear 22. Thegear 148 is held in place by the forked frame 188. The gear 148 drivesrgear 149 which inturn transmits its motion to sli'a'it 152. The shaft 152i revolving in suitable bearings is attached to the piston 151 of the cylinder 150. The box 150a incloses the valves-and cylinders controlling the pressure in the cylinder 150 as explained before in connection with box 3*. The female part of a friction clutch 161 is attached to end of shaft 152, and the female part of another friction clutch 153 is attached to shaft 152 near gear 149, as shown. The mating male parts of these clutches 1130 and 154 are fastened to the bevel gears 159 and 156 respectively. The gear 159 and the male clutch part 1G() fit loosely over shaft 152, and are held in piace by frame 190. The male clutch part 154 and gear 15G also fit loosely over shaft 152 and are held in place by frame 155. The bevel gear 157`r attached to the vertical shaft 166 mates with both bevel gear 156 and 15%) and is driven by either one. lVhen the piston is forced to lthe position shown inA Fig. XVI. the clutch 153 engages with its mating part 154 and the bevel gear 156 and will then drive the bevel gear 157 while the bevel gear 159 will be driven'bvthc bevel gear 157. lf the piston 151 is forced to the other end of the cylinder 150, the clutch Vpart 1555 and the clutch part 154 will become disen gaged while the male clutch part 160 will become engaged with its mate 161, since the rotation of shaft 152 is always in the same direction, the bevel gear 151) will now drive the bevel gear 157 in the opposite direction to that which it'was driven before and the bevel gear 15G will be driven. Since the teeth of the bevel gear 15G`r the bevel gear 159 and the bevel gear 157 are always in Contact, there is no backlash when the direction of motioiris reversed. lVhen the piston 151 has equal pressure on'both sides, both clutches become disengaged and the shaft 152 will rotate without driving the bevel gear 157 in either direction. The cylinder 150 is the control cylinder for the slope7 or `veut undue rotation o1 the pist( axial component and similar to 321 of Fig. X1. The shaft 1136 revolves in bearings in frame 189 and in the frame 3. lt held in proper position by collar 2215. 'The ar 15?I is fixed to shaft 15th and transmit. is n1otion to gear 162.- which is attached to the tool piece 172 and rotates it. The tool piece 172 revolves in the. su'ipoi'ing ell which is fastened to the fram-e Il buv means of frame 1711 and is moved along with it. The piece 172 to which the tool is at tached below can rotate inside of the supw porting shell 177'. The selector 113B` similar to the one used for the other component motions, is attached to the frame il. lts live arms are attached, to the tool piece 172 and revolve with it. The tool 17? attached to piece 172 b v nieaas of the adjusting screws 152i4 1513, 154 and 185. The edge of the tool 173 can be made tf eoineide with the vertical axis of the piece 172 by adj ing it with the said serewf. The rotatmn of the gear 162`r brings the ef je el' the tool at the proper angle for entering the work. The shafts 5175*, lfie. Xillll. 1 ill, Fig. XVI whose lon'iltudir control ther engagez .ent oft' driving the unit elements are s two parts, their joints being at l. 13, respectively. The adlacein cui shaft rare upset. liver the formed a split sleeve is bolted, upper half of the sleeve is sho The object of dividing the :fhaA W flO is to prehilzlr'llttl to the ends of these shafts in their rviinde The sequence ot' ruieration oi the machine is as 'follows :-Let the shapes l1 lfig 1V form the path over which it desired to have the tool pass. The machine is set at the. starting point. The record which has been previously prepared for the desired path by a method which will be described herein-v after, is placed on the roller 74. and its end is attached vto spool 75 by means of any ordi nary catch. and is passed between rollers 54 and 78. rThe record is so made that it will control the three component motions simultaneously. The `motors are started and the clutch 93 is thrown to the right. As the record is fed. the three controlling cylinders are actuated and the longitudinal carriage begins to travel in the path desired as prepared on the record, The transverse carriage being placed on the longitudinal carriage` is carried back and forth with it and simultaneously has al transverse motion on the runways of the channels 4, due to its' controlling cylinder. The resultant direc tion of motion of the tool which is attached to the transverse carriage, is the resultant of the paths of the longitudinal and transverse carriages. The control of the axial motion meanwhile, keeps the tool 173 at the proper slope. As the tool enters at 11, it 18 

